Lebw4982 02

Application &
Installation Guide
Gas Control Systems

and Ignition
G3600 • G3500
G3400 • G3300
LEBW4982-02
Foreword
This section of the Application and Installation Guide generally describes Gas Control Systems and Ignition for Cat®
engines listed on the cover of this section. Additional engine systems, components, and dynamics are addressed in
other sections of this Application and Installation Guide.
Engine-specific information and data are available from a variety of sources. Refer to the Introduction section of this
guide for additional references.
Systems and components described in this guide may not be available or applicable for every engine.
Gas Control Systems & Ignition

Cat engines have evolved from mechanically controlled workhorses to sophisticated, electronically controlled,
intelligent machines. Control systems and ignition on Cat engines have achieved industry-leading reliability and
durability levels while being subjected to rigorous conditions.
3
Table of Contents
1.0 Ignition Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.1 Solid-state Magneto System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2 Cat Digital Ignition System (Cat DIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3 Electronic Ignition System (EIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.4 Electronic Control Module (ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5 Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6 Variable Timing for Dual Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.7 In Hazardous Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.8 Engine Shutdown Practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.0 Engine Control, Protection, and Monitoring Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2.1 G3300/G3400 Engine Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.1 Self-Powered Shutoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.2 Powered Shutoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.3 Automatic Start/Stop Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.4 Customer-supplied Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.5 Air/Fuel Ratio Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.2 G3500/G3600 Engine Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.2.1 Advanced Digital Engine Management (ADEM™) Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.2.2 Electronic Control Module (ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2.3 Start/Stop Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2.4 2.2.4 Control of Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.5 Governing of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.6 Air/Fuel Ratio Control (AFRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.7 Open Loop (No Feedback) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.8 Exhaust Oxygen Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.9 NOx Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.10 Charge Density Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.11 Desired Emissions Gain Adjustment Percentage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.2.12 G3500C/E Island Mode Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.2.13 Kilowatt Transducer – Island Mode Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.2.14 Kilowatt Transducer – Island Mode Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.2.15 Selecting Potential Transformers (PTs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.2.16 Selecting and Sizing Current Transformers (CTs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.2.17 Watt Transducer Location and Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2.18 ADEM A3 Control System Specifics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2.19 ADEM A4 Control System Specifics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2.20 Gas Engine ADEM Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.3 G3600 Engine Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3.1 G3600 ADEM A3 Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3.2 Control of Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3.3 Air/Fuel Ratio Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.3.4 Start/Stop Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.3.5 Engine Monitoring and Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.3.6 Optional Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.3.7 Machine Information Display System (MIDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.3.8 G3600 ADEM A3 Control System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4 G A S C ON TR OL S YS TEMS AN D I GNITION
Table of Contents
3.0 Electronic Modular Control Panel (EMCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

3.1 EMCP II+ Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.2 EMCP II+ Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.3 EMCP II + Alarm Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.4 Customer Interface Module (CIM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.5 Customer Communication Module (CCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.6 Cat PL1000 Series Communication Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.7 Cat PL1000 Series Communication Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.8 PL1000T Communication Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.9 PL1000E Communication Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.10 EMCP 4 Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.11 EMCP 4.2 Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.12 Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.13 Primary CAN Data Link (CAN 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.14 Accessory CAN Data Link (CAN 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.15 RS-485 SCADA Data Link (Modbus RTU, Half Duplex) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.16 RS-485 Annunciator Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.17 G3300/G3400/G3500 Non-ADEM Engine Monitoring and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.18 Engine Starting/Stopping Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.19 EMCP 4.2 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.20 EMCP 4.3 Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.21 Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.22 Modbus TCP (10bT Ethernet) – SCADA Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.23 G3500 ADEM A3 Engine Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.24 G3500 IM (Island Mode) ADEM A3 Power Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.25 G3500 ADEM A3 and ADEM A4 Engine Monitoring and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.26 Engine Starting and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.27 EMCP 4.3 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.28 EMCP 4.2 Specs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.29 EMCP 4.3 Specs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.30 EMCP 4 Optional Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.31 CAN Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.32 RS-485 Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.33 Remote Monitoring Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.34 Digital Input/Output Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.35 RTD Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.36 Thermocouple Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.37 Customer-supplied Shutoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.38 Recommended Alarms and Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
3.39 Gas Engine Controls and Safety Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
A P P L IC A T I O N & I N ST A LLATI ON GUI DE 5

Table of Contents
4.0 Wiring Methods and Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

4.1 Wire Size and Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.2 Wire Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.3 Support & Protection of Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.4 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.5 Routing Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.0 Reference Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

5.1 Operation and Maintenance Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.2 Systems Operation, Troubleshooting, Testing, and Adjusting Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.3 Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
5.4 Special Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
5.5 Quick Reference Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Ignition Systems
1.0 Ignition Systems
1. Spark Plug 6. Magnetic Switch

2. Ignition Transformer 7. Stop Switch
3. Ground for Magneto Case 8. Engine Oil Pressure Gauge
4. Magneto 9. Water Temperature Gauge
5. Instrument Panel
Figure 1 – Ignition System Diagram for G3306 Engine
Cat gas engines use a low voltage ignition system. Individual ignition transformers are mounted near the spark
plug for each cylinder. Each engine is equipped with a solid-state magneto, a Cat Digital Ignition System (Cat DIS),
an Electronic Ignition System (EIS), or an Electronic Control Module (ECM). These offer a flexible ignition system
that require less maintenance and provide more reliability than older breaker-point magnetos.
1.1 Solid-state Magneto System

Figure 1 is a diagram showing the major components of the Solid-State Magneto Ignition System, currently used
on G3300 engines.
The magneto produces low voltage for the ignition transformers on each cylinder. The transformers increase the
low voltage to the high voltage needed to fire the spark plugs.
Applications not having a 24VDC electrical power source, such as gas compressors at remote sites, must find
a source of electricity to power auxiliary panels. G3300 engines have a pin available on the magneto that can
be used to provide power for auxiliary panels. This pin provides 180VDC with a maximum current draw of 20mA;
however, spark plug life will be decreased when the magneto is used to power auxiliary panels.

Ignition Systems
1.2 Cat Digital Ignition System (Cat DIS)

Figure 2 is a diagram showing the major components of the Cat DIS currently used on some G3412NA and TA rich
burn engines.
The Cat DIS uses a capacitor to store the voltage required for ignition. The timing control has a relay switch that
releases the low voltage to the ignition transformers, which increase it to the high voltage that is needed to fire
the spark plugs.
There are two options for providing the electrical power for the timing control:
• An engine-mounted alternator enables self-powered ignition.
• Customer-provided 12VDC or 24VDC power source.
1. Spark Plug 4. Cat DIS Module

2. Ignition Transformer 5. Speed Timing Sensor
3. Ground for Cat DIS Module
Figure 2 – Cat DIS Diagram for G3400 Engine
Ignition Systems
1.3 Electronic Ignition System (EIS)
Figure 3 – Cat EIS
Figure 3 is a diagram showing the major components of the Cat EIS installed on G3400 and G3500 engines, but
recently has been replaced with the ADEM4 controller programmed to replicate the functions of the EIS. The
EIS system monitors engine operation and distributes power to the cylinder transformers to provide the best
engine performance at all engine speeds. EIS provides detonation protection and precision spark control for
each cylinder.
Gas engines with EIS incorporate a control system that senses and reacts to a combustion detonation by
controlling ignition timing. An accelerometer and electronic buffer unit is mounted on each side of the cylinder
block, and is used to sense the detonation level (if any). When a level of detonation is reached that might damage
the engine, the electronic timing control retards the ignition timing six degrees. If the engine continues to
detonate, the control will provide a signal to shut the engine down. If the retarded timing successfully stops the
detonation, the timing control will begin advancing the timing at a rate of 1 degree per minute up to the original
timing. The timing control will stop advancing if detonation begins again. This allows the engine to obtain optimum
fuel consumption by running close to detonation without damaging the engine.

Ignition Systems
The EIS control module sets engine timing according to desired engine timing, customer-specified parameters,
and the conditions in which the engine operates. Timing is automatically adjusted according to speed/timing
maps, manifold air pressure, and any detonation. The control module also creates diagnostic codes if a problem
develops in a component or harness.
Engine sensors provide information to the EIS control module. Detonation sensors are located on each side of
the engine and continually monitor the engine for combustion detonation. A speed/timing sensor provides
accurate spark timing and engine speed information. An intake manifold air pressure sensor provides engine
load information.
The timing is set by connecting the Cat Digital Diagnostic Tool (DDT) or Cat Electronic Service Tool (Cat ET) to
the engine to electronically set the timing. The DDT and Cat ET are also used to monitor engine speed, detonation
level (if any), and diagnostic codes.
For all engines with Cat EIS, a 24VDC power source is necessary. The power source provided for the engine’s
control system can also be used to operate auxiliary panels.
1.4 Electronic Control Module (ECM)

The ignition system used on engines equipped with the Cat ADEM control system is controlled by the system’s
ECM described later in this section.
1.5 Spark Plugs

Spark plugs for Cat gas engines have been specifically developed to meet the ignition needs of a given engine.
The spark plugs must be maintained according to the specified maintenance schedule. Failure to use proper
spark plugs, or failure to properly maintain the spark plugs, will affect the engine’s fuel consumption, emissions,
and stability. Good maintenance practices can be found in Systems Operation Testing and Adjusting Manual for
your engine.
1.6 Variable Timing for Dual Fuel

The recommended ignition timing varies with fuel composition. Serious engine damage could result if the timing
is not changed when the fuel is changed; for example, from natural gas to propane or digester to natural gas. To
allow automatic timing adjustment when the fuel is changed, EIS and ECM offers a dual timing switch. On the
G3300 only, a dual timing magneto is available as well.
The customer must provide the contacts to signal EIS or the magneto to select timing. See the “Fuel Systems”
section of this guide for additional information.
1.7 In Hazardous Locations

Engines installed in hazardous locations generally fall under the Class I, Division 2 category of Article 500 of the
National Electrical Code. It reads:
“A Class I, Division 2 location is a location:
• in which volatile flammable liquids or flammable gases are handled, processed, or used, but in which the
liquids, vapors, or gases will normally be confined within closed containers or closed systems from which
they can escape only in case of accidental rupture or breakdown of such containers or systems, or in case of
abnormal operation of the ventilation equipment; or
Ignition Systems
• in which ignitable concentrations of gases or vapors are normally prevented by positive mechanical ventilation,
and which might become hazardous through failure or abnormal operation of the ventilation equipment; or
• that is adjacent to a Class I, Division 1 location, and to which ignitable concentrations of gases or vapors
might occasionally be communicated unless such communication is prevented by adequate positive-pressure
ventilation from a source of clean air, and effective safeguards against ventilation failure are provided.”
The basic difference between Division 1 and Division 2 is:

• Division 1 – flammable gases are always present.
• Division 2 – flammable gases may be present.
When an engine is installed in such a location, shielding of the ignition system wiring or usage of approved
ignition system components may be required. Many Cat gas engines have attachments providing an ignition
system that is Canadian Standards Association (CSA) approved for Class I, Division 2, Group D locations. CSA
approval is a Canadian requirement for engines operating in hazardous locations in Canada. CSA approval is also
recognized in Division 2 locations outside Canada. Consult factory for availability.
The basis for the CSA attachment design is to prevent hazardous atmosphere from coming in contact with arcing
or sparking devices or to contain an explosion within the engine itself. This is accomplished on Cat gas engines
by special metal conduit harness assemblies for the ignition system and engine wiring harnesses. Special
explosion-proof transformers and cylinder head components have been developed to contain any potential
explosion in the head.
The Cat EIS and ECM systems are available in a CSA-approved configuration. This system varies from the
standard EIS and ECM systems by offering special ignition coils and a terminal box located on top of the control
module. With the CSA system, no shutoffs, monitoring systems, start/stop logic or gas shutoff valves are provided.
The functions must be provided by the customer. The required shutoffs for jacket water temperature, oil pressure,
and overspeed can be found in the Operation and Maintenance Manual for each engine.
The CSA terminal box contains warning, shutdown, and power lamps and a diagnostic reset switch. All of these
may be remote mounted by the customer.
For magneto systems with the CSA attachment, troubleshooting can be more difficult. A standard transformer
can be installed temporarily so that the timing light can be triggered from the exposed high-tension lead.
Detecting a misfiring cylinder is more of a problem with a shielded system. Installation of normally closed
switches in the primary wiring is one method of temporarily interrupting ignition to identify a misfiring cylinder. If
devices are incorporated in the shielded system for troubleshooting purposes, the primary of the magneto must
never be grounded to interrupt the ignition. This would most likely cause failure of solid-state components within
the magneto.
1.8 Engine Shutdown Practice

Normal engine shutdown should be accomplished by shutting off the fuel supply. This allows the engine to
consume the fuel trapped between the shutoff valve and cylinder. It also prevents raw fuel from being pumped
into the exhaust system. Raw fuel in a hot exhaust system presents the potential for explosion. Stopping the
ignition system to cause engine shutdown should be utilized only for emergencies.

Engine Control, Protection, and Monitoring Systems
2.0 Engine Control, Protection, and Monitoring Systems

Control, protection and monitoring systems are a basic requirement of all engine installations, and provide
protection to the engine as well as to the facility and operating personnel.
Many gas engines are controlled using separate engine speed governing systems, which are described in the
Governors section of the Application and Installation Guide. This section of the guide provides basic information
about the Cat ADEM control system and the protection systems available on Cat gas engines without ADEM. The
ADEM control system is standard on both the G3500 and G3600 engines.
Engine protection is required for the lubrication, cooling, and combustion systems. These systems in turn interact
with fuel and ignition systems and in some cases, with the customer’s switchgear.
The lubrication system must maintain the oil pressure within a certain range; oil temperature is internally
controlled via a thermostat for most arrangements. The cooling system must maintain the cooling water below
a certain temperature. Some engines have a protection system for the combustion chamber; detonation sensing
that can adjust or even shutdown the engine. Overspeed protection is also very important. A listing of standard
and optional protection systems can be found with each engine pricing arrangement in the price list. The details
of these offerings will be discussed in following sections.
When problems occur that do not immediately endanger the condition of the engine or the operator, the fuel gas
valve is closed as soon as a fault is detected and the ignition system remains on for 10 seconds. This allows all
the gas downstream of the shutoff valve and in the intake manifold to be consumed by the engine and not dumped
into the exhaust stack. When a problem occurs that can cause immediate damage to the engine or operator, such
as overspeed, the gas valve is closed and the ignition system is immediately shut off. When starting again, the
engine should be cranked for 10 seconds with the gas valve closed and the ignition system off. This purges the
engine of any unburned air/fuel mixture.
When designing an installation, consider if the engines will be attended or unattended when selecting protection
equipment. When attended, alarms can be provided to warn of approaching shutdown limits in each monitored
system before an actual engine shutdown occurs. This allows the attendant to decide the urgency of the fault and
schedule repairs before a shutdown. Protection equipment for unattended applications can be tailored to meet
specific requirements.
Although most Cat gas engines are equipped with a standard set of shutoffs, some engine configurations include
additional shutoffs and alarms. They may also use different strategies for shutdowns, annunciation and other
features. Consult the Gas Engine Schematics listed in the Reference Materials at the end of this section for
additional information on how to connect to a specific engine’s safety system.
Gas generator set engines are normally equipped with Energize-To-Run (ETR) gas shutoff valves. The diesel offers
both ETR and Energize-To-Shutoff (ETS). The gas engine differs because there is not a commercially available
gas shutoff valve that is energize-to-shutoff with an automatic reset. For manual start- stop operations, ETS gas
valves are available as an option for G3400 and G3300 with a manual reset.
2.1 G3300/G3400 Engine Protection Systems

The G3300 and G3400 engines offer several protection system options. In the price list, the desired protection
system is selected from a list of mandatory options. Not all options are available for every engine; consult the use
codes for compatibility. Descriptions of some available options are listed below.
2.1.1 Self-Powered Shutoffs

These shutoffs are powered by the ignition system when the engine is running; no external power is required. An
energized to shutoff gas valve (manual reset) is activated to stop the engine.
2.1.2 Powered Shutoffs

This fully independent system requires an external power supply of 24 volts. The power to an ETR gas valve
(optional) is interrupted to stop the engine.
2.1.3 Automatic Start/Stop Shutoff

This system is made for customers that have switchgear that is wired to the junction box in order to monitor
shutoff parameters and control an ETR gas shutoff valve. This system requires an external power supply of
24 volts. The customer is required to supply automatic start/stop logic.
2.1.4 Customer-supplied Shutoff

This selection provides no wiring groups or shutoffs. It is the customer’s responsibility to provide the minimum
protection required for the particular engine and application.
2.1.5 Air/Fuel Ratio Control (AFRC)

The G3412C LE 423 ekW (Continuous)/500 ekW (Standby) gen sets come with a factory supplied AFRC. The AFR
control box is shipped loose for onsite install, but the unit is a plug and play design with the engine harnesses
and sensors.
This AFRC is a digital control for use natural gas with one gas pressure regulator and a carburetor. The system
can be configured in the field with the keypad that is on the control module.
The settings of the control module and the system diagnostics are designed to control the fuel system in order to
maintain operation at reduced emissions levels.
When the system is in the automatic mode, the control module moves the fuel valve in order to control the
emissions. The automatic control is based on feedback in the closed loop mode for the part per million (ppm) of
NOx level according to the engine speed and load condition.
When the system is in the manual mode, the fuel valve remains in a fixed position. The engine’s exhaust
emissions can change as the load, the speed, or the ambient conditions change. The manual mode can be useful
for adjusting the system and for investigating diagnostics or problems with a sensor.
This AFRC can be custom quoted on other G3412C LE gensets as well, please contact the ASC for more details.
2.2 G3500/G3600 Engine Protection Systems

2.2.1 Advanced Digital Engine Management (ADEM) Control System
The Cat ADEM electronic controls integrate start/stop controls, governing, engine sensing/monitoring, AFRC,
ignition timing and detonation control into one comprehensive engine control system for optimum performance
and reliability.

2.2.2 Electronic Control Module (ECM)

The ECM controls most of the functions of the engine. The module is an environmentally sealed unit that is in
an engine-mounted junction box. The ECM monitors various inputs from sensors in order to activate relays,
solenoids, etc. at the appropriate levels. The ECM supports the following five primary functions:
• Start/stop control
• Control of ignition
• Governing of the engine
• AFRC
• Monitoring of the detonation sensors
• Diagnostics of the electrical system
• Monitoring and protection of engine operation.
The ECM control parameters are all preset at the factory with any site specific reprogramming done by Caterpillar
service personnel during the commissioning process utilizing Cat ET service tool. The following is a brief
description of these five functions:
2.2.3 Start/Stop Control

The ECM contains the logic and the outputs for control of starting and of shutdown. The ECM responds to
signals from the following components: engine control, emergency stop switch, remote start, data link, and
driven equipment.
The ECM will enter its start-up mode once it’s set to auto and receives the start signal. After receiving the start
signal, the ECM waits for the programmable “Driven Equipment Delay Time” prior to cranking. After this delay,
the ECM supplies battery + voltage to the solenoid for the starting motor. The starting motor cranks the engine
without fuel and without ignition until the “Engine Purge Cycle Time” has elapsed. This allows any unburned fuel
to exit through the exhaust system prior to ignition. The cycle helps prevent combustion in the exhaust system.
After the “Engine Purge Cycle Time” has elapsed, the ECM verifies that the engine rpm is greater than 100 and
then energizes the Gas Shutoff Valve (GSOV) as well as the ignition transformers. The ECM also sends a fuel
command to the fuel metering valve in order to supply sufficient fuel for a combustible air/fuel mixture.
After the engine starts and the programmable crank terminate speed is achieved, the ECM removes the voltage
from the starting motor solenoid and the pinion of the starting motor disengages from the flywheel ring gear.
The engine runs until the ECM receives a shutdown signal from the following conditions:
• Remote start/stop contact opens (From the EMCP)
• “EMERGENCY STOP” button is pressed
• The ECM senses an undesirable operating condition.
The engine control “OFF/RESET” is not recommended for normal shutdown. The “EMERGENCY STOP” is not
recommended for normal shutdown. Only the “EMERGENCY STOP” and an overspeed condition will cause both
fuel and the ignition to be stopped immediately. The cool down cycle will not operate.
The ECM will enter a normal shutdown when the remote start/stop contact is open. When placing the EMCP in
stop mode, this will in turn place the engine ECM in normal shutdown mode.
In normal shutdown mode, the engine operates for the programmable cool down period, after that the ECM
removes battery + voltage from the GSOV and fuel flow is stopped. The ignition continues to operate without fuel
supply until the engine speed is less than 40 rpm, then ignition is terminated.
2.2.4 Control of Ignition

Each cylinder has an ignition transformer. To initiate combustion, the ECM sends a pulse of approximately
108 volts to the primary coil of each ignition transformer at the appropriate time and for the appropriate duration.
The transformer increases the voltage, which creates a spark across the spark plug electrode.
The ECM provides variable ignition timing that is sensitive to detonation.
The detonation sensors (one for each two adjacent cylinders) monitor the engine for excessive detonation and
provide this data to the ECM.
If detonation reaches an unacceptable level, the ECM will retard the ignition timing of the affected cylinder or
cylinders. If retarding the timing does not limit the detonation to an acceptable level, the ECM will shut down
the engine.
A normal engine shutdown is accomplished by shutting off the fuel supply. The ignition system continues to operate
until the engine is below 40 rpm. This allows the engine to consume the fuel that is trapped between the shutoff
valve and the cylinder. The ignition system is disabled for engine overspeed and emergency stop shutdowns.
The ECM provides extensive diagnostics for the ignition system. The ECM also provides a switch for ignition
timing in order to allow operation with alternate fuels that require a timing offset.
Levels of detonation can be displayed by the MIDS on the Optional Control Panel. Alternatively, the “Cylinder X
Detonation Level” screen on the Cat ET service tool can also be used. The “X” represents the cylinder number.
2.2.5 Governing of the Engine

The ECM monitors the actual engine speed, and calculates the difference between this and the desired
engine speed.
The ECM then adjusts the air/fuel flow by controlling the throttle to maintain the desired engine speed. The
desired speed input signal can be either a 0 to 5VDC or 4 to 20mA analog signal.
Cat ET is used to program the parameters that affect the desired engine speed: “Low Idle Speed,” “Minimum High
Idle Speed,” and “Maximum High Idle Speed.” The programmable “Engine Accel. Rate” determines the rate of
acceleration of the desired speed and rate of deceleration of the desired speed.
The electronic governor uses gains in order to provide stable operation. Two sets of gains are available. The
ECM uses the value of the “Grid Status” parameter in order to determine the set of gains that is used. If the “Grid
Status” is OFF, the ECM uses the gains for the primary governor. If the “Grid Status” is ON, the ECM uses the
gains for the auxiliary governor.
The governor’s throttle command is a percent of the maximum position of the throttle. The value of the throttle
command can be viewed on Cat ET. The throttle command is sent to the throttle actuator and there is feedback
for the throttle position.
2.2.6 Air/Fuel Ratio Control

The ECM provides control of the air/fuel mixture for performance and for efficiency at low emission levels utilizing
the fuel valve and oxygen sensor.

The system has three modes of operation for the air/fuel ratio
• Start-up
• Open loop (no feedback)
• Exhaust oxygen feedback, NOx feedback, or charge density feedback
In each of these modes, the air/fuel ratio is controlled by the fuel valve.
2.2.7 Open Loop (No Feedback)

During operation in this mode, the ECM controls the air/fuel ratio with factory-programmed maps and with
calculations for the desired air/fuel ratio. The air/fuel ratio is controlled in the open loop mode from start-up until
the engine load becomes greater than 40 percent. Above 40 percent the engine operates in feedback mode.
When operating in feedback mode the engine load must be dropped below 25 percent for the control system to
switch to open loop mode.
2.2.8 Exhaust Oxygen Feedback

Because most, if not all, of the oxygen in the combustion chamber comes from the air in the inlet charge, exhaust
oxygen levels are a direct result of the air/fuel ratio being provided.
An oxygen sensor in the exhaust stack measures the oxygen level in the exhaust. This information is provided
as feedback to the AFRC, which compares the measured oxygen level to that of the correct air/fuel ratio for the
desired emissions setting.
2.2.9 NOx Feedback

The G3500H and G3512 Standby, NOx feedback mode is used, which the ECM calculates the desired air/fuel
ratio. The result is still used to calculate the fuel command. The ECM uses the following in order to calculate the
desired NOx factor.
• “Desired Engine Exhaust NOx Level Setting”
• Engine load
• Engine speed
• The measured NOx level in the exhaust.
Exhaust NOx concentration measured by the NOx sensor and is communicated to the ECM over the CAN data
link. The customer programmable “Desired Engine Exhaust NOx Level Setting” can be varied in order to affect the
air/fuel ratio. The calculation for the desired NOx level is used to adjust the “Fuel Correction Factor” (FCF). The
ECM determines the fuel command to the fuel metering valve via CAN data link
2.2.10 Charge Density Feedback

Charge density is the density of the air/fuel mixture in the air inlet manifold. The ECM calculates the actual charge
density from the values of inlet manifold air temperature and air inlet pressure and compares it to the desired
charge density.
Desired charge density is dependent on engine speed and real engine load. For standard G3500C and E packages
the real engine load is calculated and sent to the ECM by the EMCP II+ or EMCP 4.2. However, for G3500C and
E packages with the Island Mode control system (Coal Mine Methane, Island Mode and 50 Hz Landfill) the ECM
requires a continuous and instantaneous measurement of the real engine load to adequately adjust for load and
fuel transients. In the past Caterpillar has provided a shipped loose kilowatts transducer to provide this signal.
However, with the updated technology of the ECMP A4, Caterpillar has recently switched to supplying almost all
the G3500C and E Island Mode gen sets with the EMCP A4.3 controller as it is capable of providing a fast enough
power feedback signal to the ECM.
To achieve the desired charge density, the ECM sends a command signal to the fuel metering valve. This is a
continuous process during operation with loads that are greater than 25 percent.
The same customer’s inputs that are required for operation in the open loop are used for the feedback mode. The
following additional configuration parameter must be programmed into the ECM via the “Configuration” screen of
Cat ET.
2.2.11 Desired Emissions Gain Adjustment Percentage

This is an adjustment for the charge density. To enrich the air/fuel mixture, increase the gain adjustment.
To lean the air/fuel mixture, decrease the gain adjustment. This increases the charge density and lowers NOx. The
ECM uses the gain adjustment to help determine the Fuel Correction Factor (FCF). The FCF varies during operation
in the feedback mode.
Note: A
small change in the “Desired Emissions Gain Adjustment Percentage” causes a large change in the
actual exhaust emissions. For example, an adjustment of one percent in the parameter’s value will result in
a change of 20 to 40 ppm in the actual level of NOx.
2.2.12 G3500C/E Island Mode Control System

Island mode applications are defined as stand-alone applications without any connection to the utility grid,
parallel with other units not connected to the utility grid, connected to a small utility grid which can experience
frequency and voltage changes, or paralleled to grid, but when grid is “down,” the gen set must operate stand-
alone with minimum freq/voltage variation.
The island mode control system provides additional sensors, controls and software to permit improved transient
operation. Check the appropriate product update (LEXE7567) on the PowerNet for detailed transient information.
Caution: Gas engine gen sets cannot accept transient conditions equal to a diesel gen set or a large utility grid. It
is the dealer’s responsibility to be sure the customers’ needs are matched to this product’s capability.
2.2.13 Kilowatt Transducer – Island Mode Control System

The island mode control system uses a kilowatt (kW) transducer to provide a real time, real power signal to the
engine control system (Figure 5). The kilowatt transducer measures the electrical power delivered to a load and
converts that measurement to a DC voltage proportional to the power measured.
The kW transducer monitors both the voltage and current using potential transformers (PTs) and current
transformers (CTs) and calculates the power based on the circuits PT and CT outputs. The PT and CT ratios
directly impact the output voltage of the kW transducer and need to be sized to maximize the kW transducer
output voltage.
At a minimum the kW transducer full-scale output voltage needs to be 4.0V, however it should not exceed 4.8V.
If the voltage at the load input on the ECM ever exceeds 4.8 volts, the ECM will trigger a “Kilowatt Sensor Open or
Shorted high” diagnostic and the engine will shut down. If the voltage is ever less than 0.2 volts and the engine
is above 20% load (based on traditional load calculation), the ECM will trigger a “Kilowatt Sensor Shorted
Low Diagnostic.”
Power (Two Element, Three-Phase, Three-Wire) = VL-N x I x 1.732 x pf
Power (Three Element, Three- Phase, Four-Wire) = VL-L x I x 3 x pf
Applications with three-phase, four-wire power, which use line-to-line and line-to-neutral loads that could
produce unbalanced loading, require a three-element kW transducer to accurately monitor the power.
Applications using three-phase three-wire balanced connection only require a two-element transducer to
accurately measure the power.

2.2.14 Kilowatt Transducer – Island Mode Control System

PT and CT ratios should be selected to maximize the kilowatt transducer output voltage at gen set full load.
A full scale output less than 4.0V DC will degrade the transient capability of the engine due to the increased
kW/V range and increased susceptibility of noise. The following calculations are used to determine the kilowatt
transducer output at the full load of the gen set based on PT and CT ratios.
Caution: The kW transducer should be selected such that the maximum is 110% of the generator’s rated output.
For example, if the generator has a rated output of 1700 ekW, the maximum output is 1870 ekW. When
the generator’s output is 1870 ekW, the kW transducer will provide a signal of approximately 4.8VDC. In
addition, the kW transducer output voltage at 100% of the generator’s rated output needs to be no less
than 4.0V. For many packages a kW transducer with an output voltage range of 0-10VDC is used to meets
the 4.0V minimum output voltage required by the ECM. PTs and CTs should be sized so the output voltage
does not exceed 4.8V at 110% of the generator’s rated output even though the kW transducer has a
10V range. 100% of the generator’s rated output needs to be no less than 4.0V. For many packages a kW
transducer with an output voltage range of 0-10VDC is used to meets the 4.0V minimum output voltage
required by the ECM. PTs and CTs should be sized so the output voltage does not exceed 4.8V at 110% of
the generator’s rated output even though the kW transducer has a 10V range.
kW Transducer Output Voltage at 100% Rated Gen Set Output
kW Transducer Output Voltage at 110% Rated Gen Set Output
2.2.15 Selecting Potential Transformers (PTs)

PTs are precision transformers that step the voltage down to a voltage range that is suitable to the kW transducer
input. The kW transducers are self-powered and have a specific input voltage range that needs to be met to
guarantee performance. PTs should be selected so that the secondary voltage does not drop below the minimum
input requirement of the kW transducer during load transients. A two-element watt transducer monitoring a
three-phase, three-wire load are rated for line-to-line voltage and a three-element watt transducer monitoring a
three- phase, four-wire load is rated for line-to-neutral voltage. Any load connected to the PT including the kW
transducer have an associated burden on the PT, therefore care should be taken not to exceed the transformer
burden rating.
2.2.16 Selecting and Sizing Current Transformers (CTs)

The kW transducers supplied by Caterpillar have a current input range of 0-5A, and therefore CTs should be
selected so that the maximum secondary current of the CT does not exceed 5A. Connect the loads on current
transformers in series being careful not to exceed the burden rating. The total burden is the sum of the
transducer, interconnecting leads (calculated by using the below formula.
Use conductor resistance (total to the device and back), and internal burden of CT windings (usually so small that
it can generally be ignored).
A CT is most accurate at rated current with a low burden (load). Accuracy decreases with increased burden
(load) or low line current. In sizing CTs, the conductor size and distance is important. Improper sizing of current
transformers or long secondary conductor runs with undersized cable can result in poor accuracy.
The burden can be expressed in volt-amperes:

VA = I2 x Z
Z = Total CT secondary impedance
I = 5A

Sizing CTs Example:

If the peak load is 500 kW, the peak current on a 480V three-phase system would be:
500,000/(480 x 1.73 x 0.9 pf) = 669 amps
This assumes a 0.9 power factor. (Peak current would be higher with a lower power factor.) Since the CT should
be about 10% to 20% larger than the calculated current and 800:5 CT would be a good selection.
Caution: Current transformers can and will develop a lethal voltage and possibly self-destruct if the secondary is
open when the primary current is present. Never disconnect the secondary or leave it open when there
is the possibility of primary current.
2.2.17 Watt Transducer Location and Wiring Guidelines

The kW transducer should be mounted near the CTs and PTs for accurate power measurement. In addition, it is
strongly recommended that the output signal of the kW transducer be a shielded twisted pair cable of 22 gauge
or larger wire to connect the transducer output to the engine. The shield of the transducer output cable should
be grounded at the receiving end only (ECM). In addition it is recommended that the shielded twisted pair output
cable be kept as short as possible and should not exceed 100 ft due to the susceptibility of noise onto the system.
For applications in noisy environments the following things can be done to help improve signal quality.
• Connect a 0.01 mfd, 200 volt capacitor between the negative terminal and case
• Ground the case
For Cat Digital Voltage Regulator (Cat DVR) initial setting and more recommendations, please review our Lessons
Learned on Island Model G3500C Product Update document, Cat media number LEXE8388.
2.2.18 ADEM A3 Control System Specifics

The following is a list of features and details specific to the ADEM A3 control system. Refer to Figure 9 for a
typical ADEM A3 control system schematic.
• 2 x 70 pin Input/Output Connectors
• Cat Data Link Communication
• Sensor Power Supplies
– Analog Sensor Supply (5V, 400mA)
– Digital Sensor Supply (8V, 400mA)
– Speed Sensor Supply (13V, 60mA)
2.2.19 ADEM A4 Control System Specifics

The following is a list of features and details specific to the ADEM A4 control system. Refer to Figure 10 for a
typical ADEM A4 control system schematic.
• 1 x 70 pin Input Connector and 1 x 120 pin Output Connector
• J1939 (CAN) Data Link Communication
• Sensor Power Supplies
– Analog Sensor Supply (5V, 450mA)
– Digital Sensor Supply (8V, 150mA)
– Speed Sensor Supply (13V, 30mA)
2.2.20 Gas Engine ADEM Control System

The ADEM A3 control system is shown in Figure 4 and the ADEM A4 is shown in Figure 6, both include the
following components:
• Electronic Control Module (ECM) and emergency stop button in an engine mounted junction box
• Integrated Temperature Sensing Module (ITSM)
• Gas Shutoff Valve (GSOV)
• Ignition system controlled by ECM
• Detonation sensor for each two cylinders
• Prelube system that includes solenoid and prelube pump
• Electronically controlled hydraulic actuators for fuel, air choke and exhaust bypass (wastegate) (Hydrax)
Figure 4 – 3500 ADEM A3 Control System Diagram

Figure 5 – G3500C/E Island Mode ADEM A3 Control System Diagram
Figure 6 – G3500H ADEM A4 Control System Diagram
2.3 G3600 Engine Protection System

ADEM A3 Control System
The ADEM A3 system is specifically designed for the G3600 family of Cat engines. The ADEM A3 electronic
controls integrate start/stop controls, governing, engine sensing/monitoring, AFRC ignition timing, and detonation
control into one comprehensive engine control system for optimum performance and reliability.
The ADEM A3 control system includes the following components:

• Electronic Control Module (ECM) and emergency stop button in an engine mounted junction box
• Optional remote control panel with a Machine Information Display System (MIDS)
• Integrated Combustion Sensing Module (ICSM)
• Gas Shutoff Valve (GSOV)
• Ignition system controlled by ECM
• Detonation sensor for each two cylinders
• Prelube system that includes solenoid and prelube pump
Electronically controlled hydraulic actuators for fuel, air choke and exhaust bypass (wastegate) (Hydrax)
2.3.1 G3600 ADEM A3 Control System

Electronic Control Module (ECM)
The ECM controls most of the functions of the engine. The module is an environmentally sealed unit that is in an
engine-mounted junction box.
The ECM monitors various inputs from sensors in order to activate relays, solenoids, etc. at the appropriate levels.
The ECM supports the following five primary functions:
• Governing of the engine
• Control of ignition
• AFRC
• Start/stop control
• Engine monitoring and protection
The ECM control parameters are all preset at the factory with any site specific reprogramming done by Caterpillar
service personnel during the commissioning process utilizing the Cat ET service tool. The following is a brief
description of these five functions:
Governing of the Engine

The ECM monitors the actual engine speed, and calculates the difference between this and the desired engine
speed. The ECM then adjusts the fuel flow by controlling the fuel actuator to maintain the desired engine speed.
The Hydrax actuator requires proper oil pressure to function reliably. Refer to service information listed in the
Reference Material section for specifics.
2.3.2 Control of Ignition

Each cylinder has an ignition transformer. To initiate combustion, the ECM sends a pulse of approximately 108
volts to the primary coil of each ignition transformer at the appropriate time and for the appropriate duration. The
transformer increases the voltage, which creates a spark across the spark plug electrode.

The ECM provides variable ignition timing that is sensitive to detonation. The detonation sensors (one for each two
adjacent cylinders) monitor the engine for excessive detonation and provide this data to the ECM. If detonation
reaches an unacceptable level, the ECM will retard the ignition timing of the affected cylinder or cylinders. If
retarding the timing does not limit the detonation to an acceptable level, the ECM will shut down the engine.
A normal engine shutdown is accomplished by shutting off the fuel supply. The ignition system continues to
operate until the engine is below 50 rpm. This allows the engine to consume the fuel that is trapped between
the shutoff valve and the cylinder. The ignition system is disabled for engine overspeed and emergency stop
shutdowns.
The ECM provides extensive diagnostics for the ignition system.
The ECM also provides a switch for ignition timing in order to allow operation with alternate fuels that require a
timing offset.
Levels of detonation can be displayed by the MIDS on the Optional Control Panel. Alternatively, the “Cylinder X
Detonation Level” screen on the Cat ET service tool can also be used. The “X” represents the cylinder number.
2.3.3 AFRC
The ECM provides control of the air/fuel mixture for performance and for efficiency at low emission levels utilizing
the fuel actuator, air choke actuator, exhaust bypass actuator (wastegate), ICSM, thermocouples and combustion
sensors. The system has five modes of operation for the air/fuel ratio:
• Start-up
• No feedback
• Exhaust port temperature feedback
• Combustion feedback
• Prechamber calibration In each of these modes, the air/fuel ratio is controlled by either the air choke actuator
or the wastegate actuator, but only one actuator operates at any time. Both of the actuators regulate air flow,
and the active actuator is determined by the ability to provide the desired inlet manifold air pressure.
The software is also programmed to correct the fuel flow according to the temperature of the jacket water and
the engine speed.
The modes of operation, their relationship to the engine load and the transitions between the modes are
described in the Systems Operation documents listed in the Reference Materials at the end of this section.
However, in general, at loads less than 40 percent, the air/fuel ratio is controlled by the air choke actuator. The air
choke controls the flow of air during engine start-up, and continues to control the air flow during the increase of
engine speed and load, until it becomes fully open. At this point, the wastegate becomes the active actuator.
2.3.4 Start/Stop Control

The ECM contains the logic and outputs for control of engine prelubrication, starting, shutdown and postlube. The
customer programmable logic responds to signals from the engine control switch, emergency stop switch, remote
start switch, data link and other inputs, and the ECM controls the prelube pump, the starting motor, and the Gas
Shutoff Valve (GSOV) at the appropriate times.
2.3.5 Engine Monitoring and Protection

The ECM monitors both the engine operation and the electronic system.
Any problems with the engine operation will cause the ECM to generate an event code that can either issue a
warning or cause a shutdown, depending on the severity of the condition. Problems with the electronic system
produce a diagnostic code that can be processed using the Cat ET service tool.
2.3.6 Optional Control Panel

Figure 7 illustrates the optional control panel that is available as part of the ADEM A3 system.
Figure 7 – Optional Control Panel
1. Display for the Machine Information Display System (MIDS)

2. Keypad for the MIDS
3. “EMERGENCY STOP” button
4. “ENGINE ON” indicator
5. “ACTIVE ALARM” indicator
6. “ENGINE FAILURE” indicator
7. “MANUAL PRELUBE” switch and “PRELUBE ACTIVE” indicator
8. Mode control switch
9. “DESIRED SPEED” potentiometer
2.3.7 Machine Information Display System (MIDS)

The MIDS is a device which enables the operator to monitor engine operation. The MIDS receives information
from the ECM and is provided with a screen display and a keypad for operator interface; however, the MIDS
cannot be used for programming. Integrated Combustion Sensing Module (ICSM)
The ICSM monitors the temperatures of the cylinder exhaust ports, the inlets of the turbocharger turbines, and the
outlets of the turbocharger turbines. The ICSM also monitors the combustion sensors.
If a temperature exceeds an acceptable range, the ICSM can initiate a warning or a shutdown. Both responses
are available for all of the parameters.
Note: To initiate the responses, the ICSM sends commands to the ECM via the Cat Data Link.

The default settings for the parameters are programmed at the factory. To accommodate unique applications
and sites, many of the parameters may be reprogrammed with the Cat ET service tool. The screens of the Cat ET
provide guidance for the changing of trip points. The Cat ET can be used to perform the following activities:
• Select the available responses.
• Program the level of monitoring.
• Program delay times for each response.
Service Publications listed in the Reference Materials at the end of this section list default examples for the
values of the parameters, however, the values may vary. The Cat ET service tool must be used to determine the
programming for each specific engine.
2.3.8 G3600 ADEM A3 Control System Diagram
Figure 8 – G3600 ADEM A3 Control System Diagram
Electronic Modular Control Panel (EMCP)
3.0 Electronic Modular Control Panel (EMCP)

The EMCP is an all-inclusive protection and monitoring system, available on generator sets. This Cat family of
control panels, including EMCP II+ and the EMCP 4, provides basic to complete generator set monitoring. The
EMCPs also contain generator set controls (GSC) and several instrument panel switches plus optional alarm
modules and customer interface module.
The GSC provides the following:
• Controls starting and stopping of the engine
• Displays engine condition and generator output
• Displays engine faults and codes
• Displays GSC programming information
The safeties and shutdowns are all contained in the EMCP. Set points are programmed into the EMCP using a
keypad on the GSC.
3.1 EMCP II+ Control Panel

The Cat Electronic Modular Control Panel (EMCP II+) provides full-featured power metering, protective relays,
simultaneous display of engine and generator parameters, and expanded AC metering.
Engine and generator controls, diagnostics and operating information is available via the control shown in Figure 9,
or a remote personal computer. Safety and shutdown set points are programmed using a keypad on the GSC.
Additional modules add to the flexibility of the EMCP II+. These include:
• Alarm Modules
• Customer Interface Module (CIM)
• Manual Synchronizing Module
• Customer Connection (CCM)/PL1000x Module
• Relay Driver Module
These modules, discussed later in this section, provide operation and maintenance flexibility to the application.
EMCP II+ requires isolation from engine vibration. Maximum vibration of the panel is 2.0 g’s @ 18 to 500 Hz. Input
power requirement of 10 watts (24VDC) with no alarms.
Systems Operations, Troubleshooting, and Testing/Adjustments can be found in the EMCP II+ for Gas Generator-
Sets, Media Number RENR1201.

3.2 EMCP II+ Instrument Panel
1. Generator Set Control+ (GSC+)

2. Engine Control Switch (ECS)
3. Start Aid Switch (SAS)
4. Panel Lights (PL)
5. Alarm Module (ALM) (Optional)
6. Synchronizing Lights Module (Optional) or Custom Alarm Module (CAM) (Optional)
7. Speed Potentiometer (SP) (Optional) or Governor Switch (Optional)
8. Voltage Adjust Rheostat (VAR)
9. Emergency Stop Push Button (ESPB)
10. Panel Light Switch (PLS)
Figure 9 – EMCP II+ Instrument Panel
3.3 EMCP II + Alarm Modules

Alarm modules, both local and remote are optional equipment, available as an attachment to the EMCP. These
modules provide red and amber LEDs plus an audible indicator.
Two alarm modules are available. They are the NFPA 99 and NFPA 110. The NFPA 99 provides alarms for low
oil pressure, low coolant temperature and high coolant temperature. The NFPA 110 provides alarms for low oil
pressure, low coolant temperature and high coolant temperature, low battery voltage, battery charge malfunction
and system not in auto.
The alarm module has a serial connection to the SCM and must be located within 305 m (1000 feet).
When using alarm modules and panels not produced or offered by Caterpillar, be sure that the module(s) includes
the following features.
• Fault Light Lock – in Circuitry - keeps fault light on when intermittent faults occur.
• Lockout of Additional Alarm Lights – prevents subsequent alarm lights from going on after the activated engine
shutoff stops the engine. This aids in troubleshooting.
• Alarm Silence – allows engine man to acknowledge the alarm without having to continually listen to the alarm
horn. Alarm light is left on. If more than one engine is connected to an alarm panel, a fault in a second engine
should activate the alarm, even though the alarm horn may have been silenced after a fault on another engine.
• Circuit Test – provides for periodic checking of alarm panel functions.
3.4 Customer Interface Module (CIM)

The CIM provides an interface (separate relay contacts) between the GSC and switchgear on EMCP II+ equipped
engines and between the Status Control Module (SCM) and switchgear on RCP equipped engines.
The two major components of the CIM are the relay board and the electronic control. The electronic control
connects to the serial data link and decodes the information into discrete outputs. The output drives relays to
sound a horn, flash a lamp or trigger some other action.
The following information is available from the serial data link.

• High coolant temperature alarm
• High coolant temperature shutdown
• Low coolant temperature alarm
• Low coolant temperature shutdown
• Low oil pressure alarm
• Low oil pressure shutdown
• Overcrank
• Overspeed
• Engine control switch not in auto
• Diagnostic failure
The CIM is normally shipped loose for installation in a convent location, such as the switchgear. The CIM must be
located within 305 m (1000 ft) of the GSC or SCM.
3.5 Customer Communication Module (CCM)

The CCM provides a communication link between the electronic control system of an engine and a host device.
The communication link is established with the Cat Data Link and the industry standard RS-232C. The host device
can be one of the following items:
• Personal Computer (PC)
• Programmable Logic Controller (PLC)
• Any other device with an RS-232C port
The host device can be connected directly to the CCM and can be used with a modem.
If the host device is a PC, software that is compatible with the CCM is available from Caterpillar.
The host device will usually be a PLC and the CCM can be used with customized software. Refer to the Operation
and Maintenance Manual for each engine for further information on this subject.

3.6 Cat PL1000 Series Communication Modules

The Cat PL1000 Communication Modules are ECMs that provide the customer with the processing power, memory,
numerous communications interfaces and software to integrate Cat engines into many mobile and industrial
applications. The modules’ flexible communications architecture can potentially replace many of today’s purpose
built applications and provide almost limitless possibilities for future applications. An example of the PL1000 Series
communication module is shown in Figure 10.
A software tool, Cat Communications Toolkit, media number EERP1000 is available to facilitate installation,
programming, and troubleshooting to PL1000 modules.
3.7 PL1000 Communications Module
Figure 10 – PL1000 Communications Module
3.8 PL1000T Communication Module

This module will specifically replace the CCM, Cat Engine Vision Interface Module (EVIM) and Cat GPS Interface
Module (GPSIM). The following list describes the module’s features and benefits.
• E VIM Replacement – enables the Engine Vision Display System to access Caterpillar proprietary engine
parameter data.
•
GPSIM Replacement – relays GPS location and heading information using the NMEA-183 protocol from a GPS
receiver to a monitoring system or display through a CDL or J1939 network. The GPSIM replacement application
provides translation of water temperature and depth information gathered using sonar technology.
• C
DL Boost – enables a customer to extend lengths of CDL harnessing to a maximum distance of 305 m (1000 feet)
while maintaining data integrity.
• E mbedded Communications Adapter – provides an onboard CDL and J1939 connection interface between
the PL1000T ECM and a laptop or PC for the Cat Electronic Service Tool. This connection requires no other
equipment than a serial connection from the harness or an extension cable.
• J 1939 to J1939 Bridge – enables extended lengths of J1939 harnessing to a maximum of 80 m (260 feet), doubling
the J1939 standard harness specifications.
• J 1939 to RS-485 to CAN Extension Bridge – enables long distance relay of J1939 information via an RS-485
twisted pair for a maximum length of 305 m (1000 feet).
Note: This distance specification is directly affected by the customer selected communications rates.
• C
DL Tunneling through J1939 – enables CDL messages to be received through the physical CAN/J1939 data link.
This is only used with Cat engine configurations that require a secondary Cat data link, but must use a physical
CAN port.
3.9 PL1000E Communication Module

This module will specifically provide a user configurable parameter translation from Caterpillar proprietary Cat
data link to a Modbus interface, or from an industry standard J1939 data link (including Caterpillar proprietary
messaging) to a Modbus interface. The following describes the module’s features and benefits:
• C
at Data Link to Modbus Translation – provides translation of parameter data from the proprietary CDL protocol
to the industry standard Modbus interface. This capability replaces the use of multiple conversion tools with a
direct conversion from CDL data to the Modbus protocol.
• 1 939 to Modbus Translation – provides translation of parameter data from the proprietary CDL protocol to an
industry standard Modbus enabled interface. This capability replaces the use of multiple conversion tools with a
direct conversion from J1939 data to the Modbus protocol.
• U
ser Configurable Parameter Translation – provides the user or system integrator the opportunity to customize
the data translated by the PL1000E Communication Module by selecting Cat ET supported parameters to
translate as well as specifying the source and destination of the translated data.
• W
eb Server – The PL1000 E Communication Module provides the capability to view web pages stored on
the ECM. The Status and Configuration Pages are part of the software initially configured on the PL1000E
Communication Module. These pages are accessible to the user via most standard web browsers and provide
the same PL1000E information as the Cat Electronic Technician Status and Configuration screens.
• C
DL Boost – enables a customer to extend lengths of CDL harnessing to a maximum distance of 305 m (1000 feet)
while maintaining data integrity.
• E mbedded Communications Adapter – provides an onboard CDL and J1939 connection interface between
the PL1000E ECM and a laptop or PC for the Cat Electronic Service Tool. This connection requires no other
equipment than a serial connection from the harness or an extension cable.
3.10 EMCP 4 Control Panel

The EMCP 4.x is a new generation of control panels that provides Modbus and J1939 communication protocols. An
example of the instrument panel is shown in Figure 11.
Similar to the EMCP II+, the EMCP 4.x allows for relay control, with external driven relays, automatic starts,
cooldown timers and complete annunciation of generator parameters. In addition, the 32-bit processor of the
EMCP 4.x allows for 5 levels of password protection and eliminates the need for many of gauges, meters, and
switches required in the past. The safety and shutdown setpoints can be programmed using the onboard keypad
and display or via the Cat Service Tool.
Complete application and installation requirements for the EMCP 4.x can be found in the EMCP 4.1/4.2 A&I guide,
LEBE0006 and EMCP 4.3/4.4 A&I guide LEBE0007.
3.11 EMCP 4.2 Control Panel

The EMCP 4.2 is used for monitoring and controlling many of the generator sets functions. Some of the functions
include:
• Sending start and stop signals to the engine
• Providing visual and audible indications when warning and shutdown events occur
• Displaying engine information and AC generator set information
• Displaying Suspect Parameter Number (SPN) and Failure Mode Identifier (FMI) information for events.
• Programming set points for the standard EMCP 4.2
• RS-485 Annunciator configuration

Figure 11 – EMCP 4.2 Control Panel
3.12 Data Link

The EMCP 4 has the following communication connections:
• Primary CAN Data Link (CAN 1)
• Accessory CAN Data Link (CAN 2)
• Modbus RTU (RS-485 Half Duplex) – SCADA Data Link
• RS-485 SCADA Data Link (Modbus RTU, Half Duplex)
3.13 Primary CAN Data Link (CAN 1)

The main communications connection the EMCP 4 uses in the CAN 1 connection. It allows configuration of set
points, flashing of the core software, and language text files.
For the G3300/G3400 gen sets built with the magneto or DISN ignition systems or the G3400/G3500 gen sets
that are built with the new ADEM A4 replacement for the EIS ignition controller, the EMCP 4 won’t be able to
communication over the network.
This connection is used for communicating with the automatic voltage regulators (AVR) using the CAN protocol
when the AVR support this. An example is the Cat DVR.
The primary CAN data link consists of a main trunk and small drops.
• The maximum allowable trunk length is 40 m (130 ft), and maximum drop length is 1 m (3 ft).
• The CAN network requires a 120 ohm termination resistor on the extreme ends of the main trunk.
3.14 Accessory CAN Data Link (CAN 2)

An accessory data link connection is provided for use with the local and remote, fixed output annunciator options.
This connection can be at a distance up to 250 m (800 ft) from the control module. The connection will support a
maximum of four CAN annunciator modules. This data link is for Caterpillar approved modules only.
A connection is provided for use with a digital expansion input/output modules, generator thermocouple and RTD
modules. The total number of optional modules should not exceed four annunciators, four I/O modules, and two
temperature modules.
3.15 RS-485 SCADA Data Link (Modbus RTU, Half Duplex)

The EMCP 4.2 has an RS-485 Modbus RTU data link for customer monitoring and control. The data link will allow for
remote monitoring of all parameter data visible on the display and the service tool. For the G3300/G3400 gen sets
built with the magneto or DISN ignition systems or the G3400/G3500 gen sets that are built with the new ADEM A4
replacement for the EIS ignition controller, the only engine parameters that will be displayed is the engine coolant
temperature, engine oil pressure, engine speed, and battery power. The data link also allows for data link based
control of outputs.
The RS-485 Modbus RTU functionality is based on the EMCP 4 platform implementation. The EMCP 4 provides a
broader range of parameters supported due to the enhanced functionality of the EMCP 4 platform.
3.16 RS-485 Annunciator Data Link

The RS-485 module provides communications via proprietary protocol that uses 1 x fully isolated RS-485 2-wire half
duplex communications data link.
The communications protocol allows interface to optional remote annunciators running at 19.2 k baud rate. The
communication link is designed for 1200 m (4000 ft) or more. The data link is limited on the amount of information
transmitted. The data link will not support the full flexibility of the current accessory data link CAN annunciators
that are still available.
3.17 G3300/G3400/G3500 Non-ADEM Engine Monitoring and Control

The EMCP 4 can be used for monitoring and control of gas G3300/G3400/G3500 non-ADEM engines. The
EMCP 4 uses relay outputs to control the start/stop function and the analog inputs for the monitoring of critical
engine parameters.
• Relay Output 1 typically used in order to energize the switch for the starter motor that is used to crank the
engine.
• Relay Output 2 typically used in order to provide a run signal to engine controller.
• Engine speed is measured from a magnetic pickup sensor.
• Analog Input 1 measures the Engine Oil Pressure
• Analog Input 2 measures the Engine Coolant Temperature

3.18 Engine Starting/Stopping Sequence

To start the engine, the EMCP 4 receives an engine start signal under one of the following conditions:
• The operator presses the “RUN” key
• The control is in “AUTO” and the remote initiate input becomes active
• The operator presses the “AUTO” key and a start command is sent via the RS-485 SCADA Data Link (Modbus).
• Programmable cycle timer output 1 is “Active”
After the EMCP 4 receives the start signal it checks to see if there are no shutdowns on any module and that the
engine is stopped. If no shutdowns exist and the engine is stopped the EMCP 4 begins the starting sequence below:
• The EMCP 4 activates the pre-crank and start aid outputs, if programmed, for the configured duration. On gas
engine, this is used for the purge cycle.
• The EMCP 4 activates the starting motor relay (relay output 1) and the fuel control relay (relay output 2). For the
gas engines, the fuel control relay should be controlling the GSOV.
The EMCP 4 cranks the engine for the programmed crank time or until the engine starts. If the engine does not start
after the crank time has elapsed, then the starting motor relay will de-energize for the programmed rest time. After
this time, then the starting motor relay will start cranking again for the programmed crank time.
A cycle consists of a crank time and a rest time. If the engine has not started after the programmed number of
cycles, then the EMCP 4 will abort the starting process. The EMCP 4 will then generate an “Engine Failure to Start
Shutdown.” The EMCP 4 deactivates the starting motor relay when the engine speed reaches the set point for the
crank terminate speed.
For the stopping sequence, the EMCP 4 will stop the engine under either of the following conditions:
• The operator presses the “STOP” key.
• If the control is in “AUTO” and no longer receives any of the following:
– The remote initiate input
– The SCADA start signal
– Programmable cycle timer output 1
After receiving the “STOP” signal, the EMCP 4 checks to ensure that there are no system faults present. Then it
begins its cooldown period. In order to bypass the cooldown, depress and hold the “STOP” key. After the cooldown
cycle, the EMCP 4 deactivates the fuel control relay, which shuts down the engine.
3.19 EMCP 4.2 Instrument Panel
1. Electronic Control Module (ECM) for the Generator Set

2. Panel Lights
3. EIS or ECM Warning LED
4. Panel Lights Switch(PLS)
5. Engine Reset Switch
6. EIS or ECM Shutdown LED
9. Speed Potentiometer (SP)
11. Service Connector 1
12. Voltage Adjust Switch (VAS)
Figure 12 – EMCP 4.2 Instrument Panel
3.20 EMCP 4.3 Control Panel

The EMCP 4.3 is used for monitoring and controlling many of the generator sets functions: Some of the
functions include:
• Sending start and stop signals to the engine
• Providing visual and audible indications when warning and shutdown events occur
• Displaying engine information and AC generator set information
• Displaying Suspect Parameter Number (SPN) and Failure Mode Identifier (FMI) information for events.
• Programming set points for the standard EMCP 4.3
• Annunciator configuration is down within the EMCP 4.3

3.21 Data Link

The EMCP 4.3 has the following communication connections:
• Primary CAN Data Link (CAN 1)
• Accessory CAN Data Link (CAN 2)
• Modbus RTU (RS-485 Half Duplex) – SCADA Data Link
• Modbus TCP (10bT Ethernet) – SCADA Data Link
• RS-485 SCADA Data Link (Modbus RTU, Half Duplex)
The EMCP 4.3 has all the data link functions available with the EMCP 4.2 as well as a Modbus TCP Ethernet port.
3.22 Modbus TCP (10bT Ethernet) – SCADA Data Link

The EMCP 4.3 has a Modbus TCP/IP data link for customer monitoring and control. Data link will allow for the
remote monitoring of all parameter data that is visible on the display and on the service tool. Data link also allows
for data link based control of the outputs. The Modbus TCP/IP functionality is like the Modbus RTU data link, but
with much higher speed capability. All “User Datagram Protocol” (UDP) messages are automatically filtered out.
For the G3500 ADEM A3 and A4, all the engine parameters shown on the display will be available over Modbus as
well. Please reference the EMCP 4 SCADA Data Link A&I guide, LEBE0010 for more information.
An isolated 10B-T based communication port is supplied. Support is provided for industry standard fiber optic
transceivers for segments exceeding 100 m in length as well as for Ethernet TCP/IP will provide for connectivity to
company networks, the Internet, and other common forms of wide area networks and communications mediums.
Support for auto MDI/MDI-X configuration (automatic crossover detection) will also be provided. In addition, this
data link is used for interfacing with Cat switchgear.
3.23 G3500 ADEM A3 Engine Monitoring

The older ADEM A3 engine controllers use Cat data link or Cat DL as its main protocol for communication. This
was not a problem for the EMCP II+ controller, as it was able to read Cat DL. However, the new EMCP 4.3 was
not originally designed for Cat DL communication, so this made integration challenging. The solution found was
to turn the RS-485 #1 port into an input reading Cat DL instead of an output. The software was updated to let the
user to choose which engine communication protocol to use: CAN or Cat DL. With this software adjustment,
engine parameters from the old ADEM A3 controller can be displayed on the EMCP 4.3 panel and are available for
Modbus. However, now the Modbus RTU function is not available only the Modbus TCP/IP.
3.24 G3500 IM (Island Mode) ADEM A3 Power Feedback

As described in an earlier section, our G3500 IM gen sets require a power (kW) feedback signal to aid in quicker
transient response. Since the EMCP II+ controller didn’t have a fast enough resolution rate on its power feedback
signal over Cat DL, we offered a shipped loose kilowatts transducer to provide this signal.
The EMCP 4.3 controller was designed to provide a power feedback signal at a faster enough resolution rate
for the island mode gen sets. To integrate the EMCP 4.3 controller with the old ADEM A3 controller, the power
feedback signal is sent via a 0-5VDC analog output, programmed on analog output 1 of the EMCP 4.3 to the
ADEM A3 controller.
3.25 G3500 ADEM A3 and ADEM A4 Engine Monitoring and Control

The EMCP 4.3 can be used for monitoring and control of gas G3500 ADEM A3 and ADEM A4 engines. For G3500
ADEM A3 controlled engines, the EMCP 4.3 uses relay output to control the start/stop function and uses Cat DL to
monitor critical engine parameters. For the G3500 ADEM A4 controlled engines, the start/stop function and critical
engine parameters are passed over the CAN 1 data link.
3.26 Engine Starting and Stopping

The starting and stopping functionality for the EMCP 4.3 is the same as what was described in for the EMCP 4.2,
however the interface with the ADEM controllers are different. For all ADEM controlled gen sets, the gas shutoff
valve (GSOV) is controlled by the ADEM. For starting the ADEM A3, the EMCP 4.3 uses the fuel control relay (relay
output 2) to ground the engine start circuit. This will initiate the engine start sequence. However, for the ADEM A4
controlled engines, the start/stop functionality is all passed via the CAN data link.

3.27 EMCP 4.3 Instrument Panel
1. Electronic Control Module (ECM) for the Generator Set

2. Panel Lights
3. Engine Reset Switch
4. Panel Lights Switch(PLS)
6. Voltage Adjust Switch (VAS)
7. Service Connector 1
9. Speed Potentiometer (SP)
3.28 EMCP 4.2 Specs

Display
• 33 x 132 pixel, 3.8 inch, graphical display
Generator Monitoring
• Voltage (L-L, L-N)
• Current (Phase)
• Average Volt, Amp, Frequency
• kW, kVAr, kVA (Average, Phase, %)
• Power Factor (Average, Phase, %)
• kW-hr, kVAr-hr (total)
• Excitation voltage and current (with Cat DVR)
• Generator stator and bearing temp (with optional module)
Generator Protection
• Generator phase sequence
• Over/Under Voltage (27/59)
• Over/Under frequency (81 O/U)
• Reverse Power (kW) (32)
• Reverse Reactive Power (kVAr)(32RV)
• Overcurrent (50/51)
Engine Monitoring
• Coolant Temperature
• Oil Pressure
• Engine Speed (rpm)
• Battery Voltage
• Run hours
• Crank attempt and successful start counter
• Enhanced engine monitoring (with ADEM)
Engine Protection
• Control switch not in auto(alarm)
• High coolant temp (alarm and shutdown)
• Low coolant temp (alarm)
• Low coolant level (alarm)
• High engine oil temp (alarm and shutdown)
• Low, high, and weak battery voltage
• Overspeed
• Overcrank
• Low Oil Pressure
Control
• Run/Auto/Stop Control
• Local and remote emergency stop
• Remote start/stop
• Cycle crank
Inputs & Outputs

• Two dedicated digital inputs
• Six programmable digital inputs
• Six programmable for A dry contacts
• Two programmable form C dry contacts
• Two digital outputs

Communications
• Primary and accessory CAN data links
• RS-485 annunciator data link
• Modbus RTU (RS-485 Half duplex)
3.29 EMCP 4.3 Specs

Display
• 480 x 320 pixel, 5.5 inch, white backlit graphical display
Generator Monitoring
• Same as the EMCP 4.2
Generator Protection
• Same as the EMCP 4.2 with the addition of the following:
• Current Balance (46)
Engine Monitoring
Engine Protection
Control
Inputs & Outputs

• Two dedicated digital inputs
• Twelve programmable inputs
• Sixteen programmable digital outputs driving external relays
Communications
• Same as the EMCP 4.2 with the addition of: Modbus TCP (10BT Ethernet)
3.30 EMCP 4 Optional Modules
Figure 15 – EMCP 4 Optional Modules
3.31 CAN Annunciator

The EMCP 4 CAN annunciator serves to display gen set system alarm conditions and status indications. The
annunciator has been designed for use on the accessory communication network and may be used in either local
(package mounted) or remote (up to 800 feet) application. A maximum of three annunciators may be used with a
single EMCP 4.2 and maximum of four annunciators may be used with a single EMCP 4.3.
3.32 RS-485 Annunciator

The EMCP 4 RS-485 annunciator serves to display gen set system alarm conditions and status indications. The
annunciator has been designed for use on the long distance annunciator data link and is used for remote (up to
4000 feet) application.
Figure 16 – RS-485 Annunciator

3.33 Remote Monitoring Software

The EMCP 4 remote monitoring software package is a PC based program which allows the user to monitor and
control a generator set, and is capable of running on a Windows based operating system. The remote monitoring
software allows the user to configure data monitoring and data acquisition processes for monitoring, graphing, and
logging of gen set data.
Figure 17 – RS-485 Annunciator
3.34 Digital Input/Output Module

The Digital Input/Output (DI/O) module serves to provide expandable Input and Output capability of the EMCP 4 and
is capable of reading 12 digital inputs and setting 8 relay outputs. The DI/O module has been designed for use on
the accessory Communication Network and may be used in either local (package mounted) or remote (up to
800 feet) application. A maximum of four DI/O modules may be used with an EMCP 4.
3.35 RTD Module

The RTD module serves to provide expandable generator temperature monitoring capability of the EMCP 4 and is
capable of reading up to eight type 2-wire, 3-wire, and 4-wire RTD inputs. The RTD module has been designed for
use on the Accessory Communication Network and may be used in either local (package mounted) or remote (up
to 800 feet) application. A maximum of one RTD module may be used with a single EMCP 4.
3.36 Thermocouple Module

The thermocouple module services to provide expandable engine and generator temperature monitoring capability
of the EMCP 4 and is capable of reading up to twenty Type J or K thermocouple inputs. The thermocouple module
has been designed for use on the Accessory Communication Network and may be used in either local (package
mounted) or remote (up to 800 feet) application. A maximum of one thermocouple modules may be used with a
single EMCP 4 on each data link.
3.37 Customer-supplied Shutoffs

Customer-supplied shutoffs must meet all Caterpillar and other local requirements. Caterpillar requires at a
minimum a duplication of the safeties and shutdowns that would have been provided by Caterpillar for the
particular engine. These safeties and their limiting values are shown for each engine in the product description
section of the price list and in the Operation and Maintenance Manual for each engine. For a typical standard
cooling G3500 LE, the Caterpillar system provides:
• Emergency stop button
• Energized to run gas shutoff valve
– Power, warning, and shutdown lights
– Detonation
– Start, stop, run switch
When the high temperature cooling option is selected, the following are used:
For engines operating above a jacket water temperature of 110°C (230°F), a Cat pump may not be used. When using
a customer-supplied pump, Caterpillar requires that a shutdown be provided for low jacket water flow. This can be
done with a pressure switch or a pressure differential switch across the engine block, triggering below 27 kPa
4 psig) delta.
3.38 Recommended Alarms and Shutdowns

The engine shutoff systems discussed above are the standard systems. Customers routinely add alarms and
shutdowns to meet the needs of the application. Table 1 suggests various alarms and shutdowns to be considered
and how they might be applied. This chart is frequently modified to fit the site, application, and maintenance
personnel preferences.
3.39 Gas Engine Controls and Safety Devices

Gas Engine Controls and Safety Devices
Malfunction Unattended Attended
Low oil pressure S S
High oil pressure S A
Excessive vibration S S
Overspeed I I
High inlet air temperature S S
Alarm shutdown S S
Detonation I I
Overcrank S S
High jacket water temperature S S
High water level A A
Low water level S A
Reverse power S S
Overcurrent S S
High steam pressure A A
Overloaded S A
Under frequency S S
Over/under voltage S S
Battery charger failure (AC) A A
Battery failure (DC) A A
Low condensate level S S
Low tower water level S A
I – Immediate shutdown – close gas valve and terminate ignition immediately
S – Staged shutdown – close gas valve immediately and terminate ignition after 10 second time delay
A – Alarm only
Table 1

Wiring Methods and Considerations
4.0 Wiring Methods and Considerations

4.1 Wire Size and Type
It is imperative to size the wire according to the maximum amperage the wire will carry. Improper sizing can result
in excessive voltage drop of the signal or supply and heat dissipation in the wire. Wire size needs to be considered
from battery or power supply to low voltage signal wiring. Refer to the NFPA, National Electric Code or similar for
wire sizing tables.
Generally, use shielded wire for magnetic pickups as well as wiring for the electronic governor actuator. The shield
should be grounded on one end only to prevent current flow from creating a potential noise source in the shield.
Shield breakouts should not exceed 51 mm (2 in) in length.
Factory-supplied RTDs are commonly 100 Ohm platinum or 10 Ohm copper. Factory-supplied thermocouples are
commonly type K chromel-alumel or type J iron-constantan. Care must be taken when attaching additional
wiring at the job site. The wrong material, incorrect fastening or different lengths can result in erroneous
temperature readings.
4.2 Wire Insulation

Consideration of wire insulation will allow proper usage to protect the current conductors from environmental
conditions and abrasion. It will also contribute to the ampacity of the wire. Ampacity is a measured amount of
amperage a conductor can carry without exceeding its temperature limits.
4.3 Support & Protection of Harnesses

Harnesses should be installed and routed to prevent accidental contact by personnel or components that may
wear into the conductors. Unavoidable contact with vibrating components requires protection to prevent wear into
the harness.
Depending on method of harnessing, either bundled wires in a flexible sleeve or in rigid conduit, the harnesses
should be supported as needed to prevent sagging or strain on the conductors. Provide support between 150 to
300 mm (6 to 12 in) on either side of the connectors. This support distance prevents vibrations from being induced
into the connector and prevents undue strain of the connector’s weight on the conductors.
4.4 Connectors
It is imperative that connectors be applied that are acceptable to the specific application. Sealing and vibration
capabilities need to be considered for reliability. A minimum sealing capability of 35 kPa (5 psi) and vibration
capability of 30 Gs rms (100 to 2000 Hz) should be considered in engine applications.
Moisture ingression, of the connector, will allow the formation of corrosion and create a conductive path between
conductors. Excessive vibration will allow the wearing away of the metal at the contact points of the connector,
also called pin fretting. Corrosion and pin fretting may cause intermittent or complete failure of the connector.
Wiring Methods and Considerations
4.5 Routing Considerations

Wiring for DC circuits, magnetic pickups, thermocouples, and RTDs can be routed in common conduits. However,
they must not be in the same conduit with AC circuits. In addition, AC circuits greater than 600 volts should be
separated from AC circuits less than 600 volts. Route harnesses and wires away from hot exhaust manifolds and
turbochargers, unless special insulation is provided. Route so wiring is protected from abrasive wear (such as
grommets). Avoid sharp harness radii to reduce unnecessary wire connection strain. Route harnesses such that
someone standing on equipment does not strain wiring.
Metal conduit will help reduce electrical noise, therefore, it’s preferred to plastic conduit.
Avoid coiling extra wire length as it can create an electromagnetic compatibility (EMC) issue. Extra wire length
should be cut off. Ground loops should be avoided. Ground points should not be painted. Electrical codes and
service publications or instructions may provide additional requirements.
IEEE Standard 142 (Recommended Practice for Grounding of Industrial and Commercial Power Systems),
IEEE Standard 1100 (Recommended Practice for Powering and Grounding Sensitive Electronic Equipment) may also
provide additional assistance.
To avoid potential noise, signal wiring should not exceed 30 m (98 ft) in length.
Installations with severe electromagnetic interference (EMI) may require shielded wire run in conduit, double
shielded wire, or other precautions.

Reference Material
5.0 Reference Material

The following information is provided as an additional reference to subjects discussed in this manual.
5.1 Operation and Maintenance Manual

SEBU9430: G3306B Generator Sets
SEBU8446: G3304B and G3306B Engines
SEBU6356: G3300 Engines
SEBU7552: G3306 Generator Set
SEBU7572: G3406 and G3412 Generator Sets
SEBU6359: G3406 Engine
SEBU6682: G3408 and G3412 Engines
SEBU7572: G3406 and G3412 Generator Sets
SEBU6883: G3408C and G3412C Engines
SEBU9429: G3516B Engine
SEBU8748: G3500H 50Hz Generator Sets
SEBU9173: G3500H 60Hz Generator Sets
M0066838: G3512 EPA Emergency Standby Generator Sets
SEBU7681: G3500 Generator Sets
SEBU8391: G3520B Engine
SEBU7201: G3500B Engines
SEBU7014: G3412C, G3508, G3512, G3516, G3606, G3608, G3612, G3616 Engines Customer Communication Module
SEBU9207: G3600 A4 Engines
SEBU6926: G3600 Engine ESS Customer Communication Module
Reference Material
5.2 S
ystems Operation, Troubleshooting, Testing, and Adjusting
Manuals
SENR7939: G3304 and G3306 Engines
KENR6870: G3304B and G3306B Engines
UENR3028: G3306B Petroleum Generator Set
UENR4356: G3306B Petroleum Generator Set
SENR3864: G3406 Engines
RENR5953: G3406 and G3412 Generator Set Engines
SENR6538: G3406 and G3412C Engines
KENR5186: G3412CLE / G3500A Air/Fuel Ratio Control
SENR6412: G3500 Engines
RENR9352: G3500 A3 Engines
RENR1201: EMCP II+ for Gas Engines
RENR2484: Electronic Modular Control Panel II+ (EMCP II+)
RENR8091: PL1000E Communciation ECM
KENR6892: G3500B Engines
RENR2268: G3500B Engines
KENR6834: G3516C and G3516E Engines
KENR9737: G3512E and G3520E Generator Set Engines
UENR0514: G3516H and G3520H Generator Set Engines
M0071986: G3512 EPA Emergency Standby Generator Set Engine
M0065664: G3516J Petroleum Engine
KENR5412: G3520B Industrial Engines
RENR2255: G3612 and G3616 Engines
RENR2254: G3606 and G3608 Engines
UENR1209: EMCP 4.1/EMCP 4.2
UENR1210: EMCP 4.3/EMCP 4.4
RENR7941: Cat Digital Voltage Regulator

Reference Material
5.3 Schematics
RENR5962: G3304 and G3306 Engines Electrical
RENR5936: G3306 Generator Set Electrical System
RENR8112: G3406 and G3412 Generator Set Electrical System
RENR5956: G3406 & G3412 Generator Set Electrical
UENR7482: G3412 Generator Set Electrical System
UENR7832: G3412C Generator Set with EMCP 4.4
UENR7834: G3412C Engine for Generator Set Electrical System
UENR7833: G3412C Generator Set with EMCP 4.2
KENR8232: G3516 A3 Engine Electrical System
SENR1186: G3500 Generator Set Electrical System
RENR5924: G3500 Engine Electrical System
KENR8661: G3500 Engine and Control Panel Electrical System
RENR8104: G3500 Generator Set with EMCP II+
RENR5926: G3500 Generator Set with EMCP II+
SENR6438: Cat G3500 Engines
UENR7141: G3516B Generator Set Electrical System
KENR8988: G3516B and G3516J Engines Electrical System
UENR7140: G3516B and G3516J Engines Electrical System
RENR8101: G3516B Generator Set Electrical System
RENR2460: G3516B Engine Electrical System
UENR5967: G3516B ULB Engine Electrical System
UENR5962: G3516B ULB Engine Electrical System
UENR5199: G3516B Wall Mount EMCP II+
RENR5946: G3516B Generator Set Electrical System
UENR7477: G3516C, G3520C, and G3520E Engine With EMCP 4.3 Controller Electrical System
UENR5185: G3516C IM Marine Engine Electrical System
UENR5197: G3516C and G3516E Island Mode Engine Electrical System
RENR5982: G3516C and G3516E Engines Electrical
KENR6332: G3516C Generator Set Engine with Aux Sensing Module Electrical System
UENR3947: G3516H Engine Electrical System
UENR1229: G3516H Low Voltage Generator Set Electrical System
UENR5195: G3520C LF ECOS Engine Electrical System
KENR6331: G3520C Generator Set Engine with Aux Sensing Module Electrical System
RENR5955: G3520C and G3520E Engine Electrical System
RENR5981: G3520C Generator Electrical System
KENR5934: G3520E+ Generator Set Engine Electrical System
UENR2491: G3520H HD Engine Electrical System
Reference Material
5.4 Special Instructions

REHS7409: Installation and Initial Start-Up Procedure for CG137 and G3300B Engines
REHS0371: Installation and Initial Start-Up Procedure for G3300 and G3400 Engines
REHS0880: Installation of the Cat Digital Ignition System for G3406
REHS0476: Installation of the Cat Digital Ignition System for G3408 and G3412
REHS7861: Air/Fuel Controller (AFC) Module Software Update
SEHS9769: Installation and Initial Start-Up Procedure for G3500 Engines
REHS2558: Installation and Initial Start-Up Procedure for G3500 A3 Engines
REHS4724: Installation and Initial Start-Up Procedure for G3500B Engines
REHS2233: Installation and Initial Start-Up Procedure for G3520B Industrial Engines
REHS0531: Installation and Initial Start-Up Procedure for G3516B and G3520B Engines
REHS0531: Installation and Initial Start-Up Procedure for G3516B and G3520B Engines
REHS1438: Installation and Initial Start-Up Procedure for G3500C and G3500E Geneator Set Engines
M0069440: Installation and Initial Start-Up Procedure for G3500C and G3500E Generator Set Engines
REHS9713: Installation and Initial Start-Up Procedure for G3600 Engines
REHS1336: Installation and Initial Start-Up Procedure for G3600 Engines
REHS0806: Additional Information for the Customer Communication Module (CCM) That Is Used on Series 3500 and
Series 3600 Gas Applications
REHS4494: Installation Instructions for the New Cat Digital Voltage Regulator (Cat DVR) In Field Retrofit Applications
REHS0181: Instructions for Mounting The Electrical Modular Control Panel II In A Remote Location.
REHS2362: PL1000E Installation Guide
5.5 Quick Reference Guide

REHS4498: PL1000E Quick Reference Guide

Notes
Notes

www.cat.com/power-systems
LEBW4982-02 (9-16)
©2016 Caterpillar. All rights reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, ADEM, “Caterpillar Yellow”, the “Power Edge”
trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

Lebw4982 02

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Lebw4982 02

Uploaded by

Copyright:

Available Formats

Application &

Gas Control Systems

Gas Control Systems & Ignition

1.0 Ignition Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.0 Engine Control, Protection, and Monitoring Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

3.0 Electronic Modular Control Panel (EMCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 5

4.0 Wiring Methods and Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

5.0 Reference Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

1.0 Ignition Systems

1. Spark Plug 6. Magnetic Switch

Figure 1 – Ignition System Diagram for G3306 Engine

1.1 Solid-state Magneto System

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 7

1.2 Cat Digital Ignition System (Cat DIS)

1. Spark Plug 4. Cat DIS Module

Figure 2 – Cat DIS Diagram for G3400 Engine

1.3 Electronic Ignition System (EIS)

Figure 3 – Cat EIS

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 9

1.4 Electronic Control Module (ECM)

1.5 Spark Plugs

1.6 Variable Timing for Dual Fuel

1.7 In Hazardous Locations

The basic difference between Division 1 and Division 2 is:

1.8 Engine Shutdown Practice

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 11

2.0 Engine Control, Protection, and Monitoring Systems

2.1 G3300/G3400 Engine Protection Systems

2.1.1 Self-Powered Shutoffs

2.1.2 Powered Shutoffs

2.1.3 Automatic Start/Stop Shutoff

2.1.4 Customer-supplied Shutoff

2.1.5 Air/Fuel Ratio Control (AFRC)

2.2 G3500/G3600 Engine Protection Systems

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 13

2.2.2 Electronic Control Module (ECM)

2.2.3 Start/Stop Control

2.2.4 Control of Ignition

The ECM provides variable ignition timing that is sensitive to detonation.

2.2.5 Governing of the Engine

2.2.6 Air/Fuel Ratio Control

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 15

2.2.7 Open Loop (No Feedback)

2.2.8 Exhaust Oxygen Feedback

2.2.9 NOx Feedback

2.2.10 Charge Density Feedback

2.2.11 Desired Emissions Gain Adjustment Percentage

2.2.12 G3500C/E Island Mode Control System

2.2.13 Kilowatt Transducer – Island Mode Control System

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 17

2.2.14 Kilowatt Transducer – Island Mode Control System

kW Transducer Output Voltage at 100% Rated Gen Set Output

kW Transducer Output Voltage at 110% Rated Gen Set Output

2.2.15 Selecting Potential Transformers (PTs)

2.2.16 Selecting and Sizing Current Transformers (CTs)

The burden can be expressed in volt-amperes:

A P P L IC A T I O N & I N ST A LLATI ON GUI DE 19

Sizing CTs Example:

2.2.17 Watt Transducer Location and Wiring Guidelines

2.2.18 ADEM A3 Control System Specifics

2.2.19 ADEM A4 Control System Specifics